Automobile air brake



4 Sheets-Sheet l /lrlll :iNHnHunHIIHnJ l H. H. ING ET Al.

AUTOMOBILE AIR BRAKE Jan. 3l, 1928.

INVENTORSv ATTORNEY H. H. INGE ET AL AUTOMOBILE AIR BRAKE Filed June 22. 1927 4 Sheets-Sheet 2 Irl/11,11.

Nvx-:NTORS MJ( .Inge BY RJLSmi-th ATTORNEYS Jan. 31, 1928. 1,657.929.

H. lH. INGE ET A1.

AUTOMOBILE AIR BRAKE Filed June 22. 1927 4 Sheets-Sheet 5 @fig/05 56 2T rHp//ao INVENTOR "9? RJLSmLth/ ATTORNEYS H. H. INGE ET AL l,657,929

AUTOMOBILE AIR BRAKE Filed June 22. 1927 4 Sheets-Sheet 4 l AY 4- 60 Y f?Y v 65 wm Tsi 45 @gigi/H. m

WITNESSES INVIENTORS H .Hl n W Rnfln ATRRNEY.

Patented Jan; 31, 1928.

UNiTED STATES PATENT OFFICE.-

HABDLD H. INGE, OF NEW YORK, N. Y., LND IREJ'SSIEI'JL A. SMITH, 0F LOS ANGELES, CALIFORNIA.

AUTOMOBILE AIB BRAKE.

Application filed June 22,

This invention relates to an improved automobile air brake, and has -for an object to provide a construction wherein en air brake system is presented, together with in eans for maintaining a reserve supply of air at all times.

Another object of the invention is to provide an air brake system for automobiles, wherein an attachment and Suitable adJustl0 able parts are presented whereby air may be taken ofi' from the system to infiate the tires of the automobile, the arrangement being such that the air for the tires may be under greater pressure than f or the brake system.

A further object of the invention is to provide in au air brake system for automobiles, an air pump and means for automatically connecting and disconnecting the samewith the automobile engine.

In the accompanyingl drawings- Fi ure 1 is a diagram in plan, of an automo ile with an embodiment of the invention also in diagram, applied thereto.

Figure 2 is a View partly in section and partly in elevation, illustrating the pump and power connections therefrom, together with certain of the air distributing members.

Figure 3 is a plan view of a hand operated control valve, .controlling the air to the brakes. v

Figure 4 is a horizontal sectional view through Figure 3 immediately below the covering plate thereof, and illustrating the parts in position indicated by the arrow in Figure 3.

Figure 5 is a View similar to Figure 4 but showing the parts advanced to a holding or lapped position.

Figure (3 is a view similar to Figure 5 but showing the parts advanced to a p0sition for causing'the service brakes to operate.

Figure 7 is a view similar -to Figure 6, but showing the parts advanced still further so as to occupy the position for causing the emergency and service brakes to both function.

Figure 8 is a yer-tical sectional view through what may be termed a central or control valve.

Figure 9 is an elevation ot' a control arm, a segment co-actiug therewith and certain other parts.

1927. Serial No. 200,737.

Figure 1() is a top plan view of the structure shown in Figure 9.

Figure 11 is a bottom plan view of the structure shown in Figure 8.

Figure 12 is a view similar to Fi ure 11, but showing the rotary member a vaneed to a new position.

Figure 13 is a view similar to Figure 12 but showing the rotary member in dotted lines, advanced to a second position.

Fi ure 14 is a'plan View of the rotary inem er shown in dotted lines in Figures 11 to 13 inclusive, and in full lines in Figure 8.

Figure 15 is a horizontal sectional view through the driving disk and associated parts shown in Figure 2. v

Figure 16 is a fragmentary sectional view lroiligh Figure 15, approximately on line Figure'l'? is a View similar' to Figure 16 ltout showing the parts in an advanced posiion,

Figure 18 is a View partly in plan and partly in section, showing' the brake cylinders and associated parts.

Referring to the accompanying drawings by numerals, 1 indicates an automobile of any desired ,kind provided with a starting gear 2 meshing continually with a pinion 3. A shaft 4 is rigidlyv connectedwith the pin-4 ion 3 and continually' rotates therewith, Said shaft accommodating a power disk 5. In the accompanying drawings, the powerl has been showy` as having been taken from the gear wheel associated with the starting mechanism of `the automobile, but it will be evidentthat the power could be transmitted Y to shaft 4 from the parts driving. the fan wheel or from some other part associated with the engine. In taking power from shaft 4, it is aimed to operate mechanism hereinafter fully described, for maintaining a certain air pressure in tank 6 and if desired, securing a higher air pressurejin the 100 respective pipes 7 and 8, said pipes 7 and 8 b eing connected by a suitable hose to the right and left tires, for the purpose of intlation. A In the use of the device, the brake System 105 1s practically thrown out of operation when air is being supplied to the pipes 7 and 8, and the reverse is true, namely, pipes 7 and 8 are thrown out of operation when the brake system is in active use. As means 1 4hereinafter fully describedA will zuitolnatical.A

ly cause tank 6 to be supplied 'with air at a given pressure, it will then only be necessary to operate the hand actuated brake valve 9 to apply the. brakes or to release the brakes. the air is iosthy applying and releasing the brakes, the pump and associated parts hereinafter fully1 described. will restore the air pressure to tank G so that a continuous supply is maintained aslong as the engine of the automobile is running.

The disk 5 is connected with shaft l as hereinafter fully described, whereby said disk continually rotates as long as shaft 4 rotates, .This design is designed to rotate the auxiliary or driving disk 10, vwhich in turn,rotates the shaft 11 (Figure 2.) This shaft is carried b v suitable. bearings and has agear AWheel 12 rigidly secured' thereto meshing continually with the gear wheel 13 Aand with the pinion 14. The gear Wheel 13 is rigidly secured to the crank shaft 15 of the pum structure 16. This pump structure is o any well known type and` is shown with four pistons, though a greater or less number could be used without departing from the spirit of the invention. t will, of course, be noted that there is an intake. valve 17 for each of the cylinders of the pump and an outlet opening or passage-way 18r for each cylinder. Preferably these openings 18 are connected together by a single pipe 19 which is i'n continuons communication with pipe 2O and pipe 20 in turn discharges int-o the chamber 21. From chamber 2*, the air asses through the control, valve 22 heeeina er fully described, and "from thence passes by way of pipe 23 to the tank or reservoir 6. The drivingz disk 10 is slidingly mounted lonl slaft 11 but connected thereto by reason of, 4 l the hub of' the/disk and through vthe slot 25 in shaft Il. Disk 10 is also provided With `an annular groove 26 in 'one'end of the hub,

said groove accommodating the forkmem ber 27 to which a rod 28 is secured, said rod extending through a suitable opening iii the casing 29 so that thepiston 3 may ,-be securedto the end of rod 28 within the eas` ing 29. The casingr 29 is preferably round so as to present a cylinder vformation. A spring;r 31 acts continuallyr ou piston 30 to move the same in one direction, namely. so that rod 28 and associated parte will force the disk 10 toward the center of the power disk 5. Duringlr the operation of the power disk 5, disk 10m/ill, by centrifugal force, gradually move outwardly or from the center of the disk 5 as the parts more faster and faster. This movement is against the action 0f springr 31, which springis com! paratively weak liutsuficicntly strong,r to force the disk 10 back tojits original position near the eenterof disk 5 when unresisted.

he'pin 24 extending through ,rraiag between chamber :El and thcyli @er or said, p; titiou having an opening` or port 33 normally closed by .fl e sliding* piate or valve This plate er val-fe rori'le-d with a port so that 'when t t rcyisty with the pasll from chamber 21 cnanioer in back of quickly more the piston BG. reu 12" amociated parts sons to shi disk tu l near the center of disk 5 and thereby fauce the speed ofsliait 1l andl the speed et operation of the pump strucsage-way 325 into tls pistou ture iter the speed of `the pump 16 has been reduced, the bell crank lever 35 will move "he piste or valve 3ft back to its former pos ion so that the port therein will be outet registry with the passage-Way or opening,Y 33. This movement is caused by a governor 3? operatively associated with theA hell crank lever 35 and also connected with' the pinion i4. A very small perture or pin hole ZT i provided in the casing 29, said aperture or pin hole acting to bleed the` cassoon as passageway 33 has fore mentioned, the power is automat automatically removed therefrom. This is caused by the stima-ture particiiariy shown in Figures 15, l5 and 17. As indicated in Figure 115, disk 5 siidingly mounted on shaft i and may he slid into and out of en-,

gag-ement. with the disk l0. As indicated particularly in Figure lo. disk 5 is rigidly secured to a sleeve 3S which is loosely mounted on shaft 4 but provided 'ith a pin 39 extending through a slot lt() in shaft 4. Sleeve $37- is al o provided with an annular flange 41 arranged between suitable hall bearing memny turned onto the pump 16 and luf) bers carrie-fl in the -enlargen'icnt- 42 of the auxiliary sleeve 43. The auxiliary' sleeve 43 is formed s h teeth 411-. at one point whereby a rack struct-ure is presented so that the sleeve functions as a rack and act-ing through the ball lfearing and flange '-11 is abieto move disk .E toward and trou'. diskA '10 Without. :mit A pinion continual-` ly nie-sues i tn the teeth. or rack 44, said pinion being rigidly connected with a gear wheel 4G continually meshing with a rack 47 secured to the piston rod 48 or formed integral therewith. This-piston rod is slidingly titte-.l into a cylinder 49 and carries a pis- 'tou'l at the rear end. 4The-l'niston 50 divides oer o5, which nier-eher a.

ou of the spring 54. The sirinfr lli) sion of the spring as circumstances may demand. When the piston 50 and associated parts are in the position shown in Figure 15, disk 5 is in firm Contact or engagement with disk n10.

When itis desired, or when the mechanism properly functions to disengiwe the two disks and 10; air under considerable pressure will pass through the. pipe 56 into the chamber 57 and act on the sliding valve 58 for forcing the same against the action of spring 59 to substantially the position shown in Figure 17. Spring 59 is maintained under the desired tension by the adjustment of the threaded sleeve 60. The partition 6l between the casings 62 and il?) is provided with a port 64 which registers with the passage-way 65 when the slidingr valve is closed. The passage-way 65 also registers with the exhaust port 66 when valve is closed, said exhaust port (S6 being open to the atmosphere so that when the parte are moved to the position shown in Figure 16, any air pressure in chamber 5]. will bc quichly exhausted out through thc port 64. passage-way 65 and port 66. 'hen valve :78 has been moved to the position shown a lgnre 17, port 64 will be open to the chamber 57 and port 66 will be shut ott' so that the air from the chamber 57 will cntcr the chamber 51 and act on the piston 50 tor moving' the same against the action of spring: 5t. This will cause the rod 48 and rack i7 to be pulled for rotating in one direction the gear wheel 46, which in turn will partly rotate the pinion 45 and pull sleeve. disk 5 and sociated parts to the dotted position shown in Figure 15, thus disconnecting thc power from disk 10. As soon the air pressure in the pipe 56 and chamber 57 has been rcduced to a certain extent. springr 59 will overcome said pressure and force valvc 5S hack to the position shown in Figure 16. whereu on chamber 51 will be open to thc atmosp ere and will quickly exhaust so that spring 54 will quickly force the rod i3 and rack 47 back to their former positions, The forcingr back of the rack and associated parts will torce the disk 5 against dislv` l0 so that powcr is attain connected with tha` dish l0 vtor operatmg the pump. This action is more or less intermittent as air used hy the hrahcs through the usual operation otE the automobile, but this automatic action maintains sul stantially constant pressure in tank As indicated in Figure 1H. thcrc if provided an emergency brake cylindci (1T and a service brake cylinder tit", rl`lu-a-'c c vlindcrs arc ot identical structurc cxcept that one is larger than thc other. 'l`hc cylinder 6T is provided with a piston tit) while cylinder 68 is provided with a piston Tt). listou 69 is connected with a piston rod Tl uhich in turn is pivotally conncgted with a croi-.s bar 72 and said cross bar in turn is connectcd with the pull rods 72E and T4 which are connected to any suitable brake mechanism ot' the automobile. The piston T0 is similarly connected up, namely, to the rod 75, which rod is pivotally connected at 76 to a cross bar T7 carrying; the pull rods i6 and T9 connected to suitable brake mechanism of the automobile. lvhcncvcr air is admitted into the cylinder 6d through pipc 8l). the4 service brakes will function and whenever air is admitted through pipe rtl to cylinder 6T. the emergency brakes will function. Suitable menus as hereinafter fully` de scribed are provided for permitting the service brakes to bc operated alone or whenever desired if the en'icrgcncy brakes operate substantially simultaneously therewith and function at the same time to provide a maximum braltiimIl etlrt't. This mechanism includes part ot the control valve shown in Figure and certain other tigurcs and also the \alve hovvn in Figures il to T inclusive. A control valve is formed with a casing having bores S3 and Si, said bores overlapping somewhat. A rotatingy or roch-- ublc valve mcmbcr S5 is fitted into liorc S11 while bore tti presents a communicatingll and rcscrve chamber. The valve membcr 55 is provided with an extension 86 which limits its rotary, or rather, rocking movement. A passage-way or bore 87 extends through the valve member 85 and through the extension Sti. This boro otll the center line ot thc valve member 65. as shown in Fijrure 14. On the face ot the valve member H5 (Figure i4), there is provided an inclined or diagonally positioned groove with ont` cnd in tfommunication with the passage way 87 and :hc opposite end substantially in line with thc second groove Si. shalt titl is rigidly secured in any desired manner to the cen-- tcr of valve mci'uhcr Si and extends through the casing 8L? any dcsircd distance. rear whccl 91 rigidly secured to thc lshal't ttt?. said Q'car whirl meshing nith thc pinion f'i rontiiuially. A lcvcr l yrigidly r-ccurcd to .shalt 9U. said icvcr lmvinu a suitable spring' prcsscd catch -l adapted to snap into any ot thc noti-luaL- in?. 'dit and U7 in hc (pnidrant. or guide tll. indicalcd in l'`1 fll-'i ure i". thc position ol' lcvcr il?, is tcrmcd a braking I'iosition.

llhcn it desired to pump thc tires on the lct't sidc ot the automobile. thc parte are n'ioved so that catch ttt will snap into notch 96. llv'hcn it is des-ircd to pump thc tires on thtl right eidg. ote tho automobile, lever 95X is moved so that. catch 9i will snap into notch 9T. .\s pinion 'J2 is only halt the sizc, of yucar nhccl ill. a halt revolution oi' 125 this pinion will onlyY cause a quarter otl a revolution ot' thc valvtA member 85 so that when the lcvcr itil is in thc position shown in Fig'uic 9. thc pafmge-way 8T will be in the position shown in Figure S. lVhen levcr 023 lll() llt) l'tl.\r"l\ i w, ii

uit i lupo T sin wn "i'c i: ii i VAl in l euros l :ii- 1 l1 to 13 n in casing; is proxilwl unl. ports S9 l l' ln and lili. f1. ifft described.

i ihroingjli pipe 1W t1 pipe T, leads through pi'pc L93 to No pf ris suppl). uit to the re t the automobile and. when tintin-,1. the other ports are connected to the tank i and air is adaptmns through this the control valve to i the tant ifiizzck to the i, port lui; is connu-teil pipe ltlt to tlic atmoscxiiansi air may lic dis' "d point under the is* cornetti-l by pipe @lione it: lig'uie` iti.

L. ti'ii air from the, it#- the chamber nil-fm' through the zlier li'o x'- nich is tornicd it, will thugs lie imp is funrtioninw. liv #handler 1115i and `i uw' il properly i-)liu-.ler shown of te; 1in' i voir oi' tank meiniier #l5 i ot as vvman in "u suse the air pomp; are not nir troni the main reservoir or f1 through pipe fi into pasand from thence through the itin' to the brake cylinder: after ironnh valve El lt will be noted ipvil'il leading' out from chamber 'civil to the port 119 ot' the brake Figures il to T. 'lhc conlly i-ositioned as shown in fonti ially in that. posivion of the au faire may he adjusted to dilv :is this valve is mount- ,min res:

f n mi dm-hlvoariii 111. as shown in Figure nadrztnt SN. lever 93 and assoparts are mounted on the instrument i The driver may at any time t the, lever 93 so as to have the brake fem in operation or have the system used l. .siipidi/iug air to pipes 7 and 8. The i and :iro pretera'oly under the runf board oi the automohile and. thereiirc out of the Way hut in position for rerepliwn ot' a hoi-.c at any time. When 'Lr Sill is moved to the position marked llligiue 9, passage-way 87 is moved to a positif-u in communication with port whereupon air from tbe pumps Will be supplied to pige 195 but the air in tank 6 u ill lic :hui oil' or contini-d in -said tank. AtA ll saine time that this takes place, passageway b9 nill be moved to a position in communication with the ports 103 and 101.l This will cause the chamber 5T 0f the trip valve to be exhausted and, consequently, rack 1T and associated parts will remain 1n such a po-1ition that the disk 5 will remain continually in contact with the disk 1 0. 'lhis will pei-mit the pump to continually function and canse air under pressure to hc supplied to the tires to any limit, or

rather to the limit of the power of the pumps which is much higher than the pres u`re normally maintained in tank lt the cham- 80 ber 57 was not exhausted or bled in this manner7 the extra pressure would cause piston 5() and associated parts to function. lVhen the lever 93 is moved over to the y position marked right in Figure 6, passageb5.

Way 8T (Figure Si will be brought into registry with the port 99. Passage-way 89 will continue to function to keep the chamthrough thepassage-way 88 to port 101 and "i i troni thence to chamber 57. At this time the air is not sufficient to unseat the valve nuinlier 58 and, consequently,A pump 16 will continue to function. As soon as the pres sure in tank 6 has been raised to a certain extent, the parts will assume the position shown in Figure 17 and thus disconnect the power from the pump.

In Fig'rures 1 and 3 to 7 inclusive', will be seen a control valve for permitting air to i115 enter either one or both o1" the brake cylindcrs 6j' andtiS. As indicated in Figure 1,` the pipe H19 provides communication between the phamber 108 in the control valve 92 and the portl 110 in the hand operated '11o brake valve 9. By an actuation of the han dle 111, theiport 110 may be brought into communication with either or holth of the pipes 80 and 81. Also byv a manipulation of the handle 111, the pipes 80 and S1 may 115 be opened to the atmosphere throunfh the exhaust port 112. Pipes S0 and S1 laead to the ports 113 and 114 respectively. These ports'may be all closed by the disk 115 which snugly fits into the casing 116. A 120 cover 117 fits onto the casing 11G and closes the top, though the shaft 118 extends through this cover so as to he rigidly secured to the handle 111 and also rigidly secured to the disk 115, Which disk acts as a 'l' valve member.A Disk 115 is provided with a comparatively long arc-shaped slot 119 and ,with a substantially L-shaped slot 120. The handle 111 is provided with a spring pressed catch 121 which is normally in one mi of the notches 122 but which may be moved from one notch to the other against the action of the spring 123 by a decided push against the handle. A pointer 124 extends from handle 111 and is adapted to point at the various le ends or designations shown in Figure 3, tie same being the letters R, L, S and E. 'When the pointer 121 is at R, the brake cylinders are released and the pipes 8O and 81 are open to the atmosphere. lVlien the pointer 124 is first moved over to the position marked L in Figure 3, no exhaust will be roduced as slot 119 is merely brought into communication with port 110. It the handle is m` ,ed further over until pointer 124 stops at S in Figure 3, the relative parts will then assume the position shown in Figure '6 Awith port 110 in communication with the port 113 through the slot 119. When in this position, air quickly flows from the reservoir G if the pumps are not operating, said air passing through the pipe 23, chamber 108 and from thence through pipe 10.9 to port 110, through slot 119, port 113 and pipe 8O to the cylinder 68. This will cause the service brakes to be applied and if the pointer 124 is left stationary over the position S, the brakes will be applied with the full force of the entire pressure of container or reservoir 6. lf the full pressure is not necessary or desirable, the pointer 124 is moved back to the position L shown in Figure 3 when the desired braking effect has been secured, as for instance, a slight braking in order to slow down the momentum ot' the car. In case 't should be desired to stop the car quickly, as in an emergency, pointer 124 is quickly swung from in position over to a position over the letter E in Figure 3. This will cause the slot 119 to provide communication between the port 110 and the respective ports 113 and 114 as shown in Figure 7, whereby air will rush through pipes 80 and 81 ot' the cylinders 6T and 68. This will apply both the service and emergency brakes. By moving the handle back until the L- shaped slot 120 is in communication with the port 112 but not in communication with the port 113, the emergency cylinder will be open to the atmosphere and, therefore, relieved. By moving the lever 111 still further back or until the slot 120 is in communication with port 113, a similar result will take place in regard to the service brake, namely, the opening of the cylinder 68 to the atmosphere. This results in the parts again assuming the position shown in Fi ures 3 and 4 with both brakes released? f desired, the lever could be moved over until pointer 124 is over letter S in Figure 3, and then back to a position over the letter L shown in Figure 3. When this takes lace, air is admitted to the service brake cy index' 68 and then the communication cut 011'. with port 110 but Without releasing the aire This is the usual position in which the car is left when parking.

It will be noted from the above described that when the tires are to be pumped up, lever 93 is moved over to engage respectively the notches Sti and 9i as shown in Figure l). i' iter the tires have been properly pumped, the lever 93 is moved back until catch 94 engages notch 95. This is the normal position in which the parts are left. When in this position the driver may manipulate the handle 111 as desired and as above described for applying either brake or both brakes and for releasing the brakes at any time. it will also be noted that by reason of the construction shown particularly in Figures 15, 16 and 17, power from the engine is intermittently connected tothe pump for causing the pump to operate whenever necessary' to restore or maintain a given pressure in the reservoir 6.

What we claim is:

1. An automobile air brake system, comprising brake structures associated with certain wheels of the automobile, means for causing said brake structures to function, said means including a hand operated valve, an air pump, and means for driving said ah' pump from the engine of the automobile, air pipes extending from said pump for supplying air to the tires of the automobile, and a control valve for connecting said pipes with said pump and. with the means for applying said rakes, said control valve being manu ally adjustable to a position for supplying air to said brake a plying means or for supplying air to saidp pipes.

2. In an air brake system for automobiles a brake cylinder, a piston arranged in sai brake cylinder, a pipe for supplyin air to said brake cylinder for causing sai piston to move in one direction, a control valve for admitting and exhausting air to and .from the brake cylinder` means for supplying air to said valve, said means including a reservoir, a pump and a control valve, and means for automatically connecting and disconnecting said pump with the driving mechanism of the automobile, said` means autoimtticall functioning for causing a connection Wit. the engine of the automobile when the pres-` sure in the reservoir has been reduced, and automatically dii-:connect said pump from said engine when ihr pressure has reached a certain point.

3. 1n an automobile air brake system, a service air brake cylinder, an emergency air brake cylinder, a piston arranged in each cylinder, a pipe extending to each ot said cylinders, a hand operated control valve operatively associated with both of said pipes, means for supplying air under pressure to said valve, said valve being capable of movement for successively turning air vwl' ngwrae'lif'ey aseQciitml with the said ed member, a spring for moving i fark in one diieeiion, and pneu uaterx means. for moving said in the opposite. direction Where d is siid back and forth uid Shaftr so as to be inw/righi i driving disk.

f. In un :iutmnobie air brake system, u wip fer veupplymgif air, menne for drivfaid yinm l mesme imi-Kng 1 power ,x d :i drivin; frivion disk im i 1o e he farli of die power .1, W.. nl (ma ending tu gip said driving m, 1 i i new die @einer fi power disk, said i. i m-fiiiim 1r, nciwiinp; a pieton and i f er wuiiding said piston i@ erniing 'the Chamber for i i iz; mid pump, n, division f i A- mi Yii :i im" @gf-way present r1 l. wrt i, wen die uaezm for receiving from siiiffi pump and said cylinder, a

l uoriimg dering said port, :ind means ing .i fwn-rum cwiinecml with Said y primi; 11ml :i mid valve for opening the whe when the wifey maintains a certain :peni A icuii, ener wid cylinder mi :im Ura md pi/exi' for mining the pis` iii emi i rime/Stien mi tg; move tie'drivisi @ward ih@ nemer of said power i i m siii brme su Stem, :i mmap for Sepp nir under pressure, fur driving; pump, means formiffi ffii' receiving nir from said rrangw ajaceut said wminunication aider, n miv@ port, :i bell valve., a govy, Ei ww anni operiaiiveiy Connected' with n i ferehy the pump will drive the we parts keine se propurifmed pump roaches A: vermin speed der viewed to be actuv A cylinder to re z A151 means.

'imiexx and means ex- 

